Internal-combustion engine



I 1 Aprll 12, 927 E. JUNGE INTERNAL COMBUSTION ENGINE Filed Feb. 18, 1925 MVENTOR ATTORN EY Patented Apr 12, 1927.

UNITED STATES ERICK JUNGE, OF STATEN ISLAND, NEW YO R-K.

INTERNAL-COMBUSTION ENGINE.

Application filed February The present invention relates to .an internal combustion engine andhas to do particularly with a novel form of engine of greater simplicity, less weight, and more flexibility than internal combustion engines now in common use for furnishing motive power.

, Heretot'ore diminution of engine bulk and weight has been sought to be accomplished by multiplying the number of cylinders working on one and the same crank shaft. Thus the V-type engine, the radial engine and also the rotary engine were developed effecting considerable savings in point of weight but failing to eliminate and even augmenting the complications which result from the employment ,ot separate cylinders with their valve gears, inlet and exhaust piping, cam shafts and other accessories.

The principle underlying the following invention purports to accomplish an even greater saving in bulk and weight and in addition to eliminate all complicated and ineffective machine parts mentioned above by combining tour or more cylinders in such a way that their crank and combustion chambcrs form one continuous annular casing in which the various pistons work in synchronism on two or more separate cranks.

This new combination incorporates a number of advantages over the usual type oi engine among which may be mentioned the fact that the weight of the engine per unit of power output is reduced to about one fourth of that ordinarily obtained in engines such as those commonly used in the automotive industry, the manufacturing cost of an engine or given power output is about one third that of the ordinary engine and the fuel consumption per ton-mile is-about one half that obtained with the ordi 'iary four stroke cycle automobile enginesatpresent in common use. I

A preferred embodiment of the invention is illustrated in the accompanying drawings in which Figure 1 is a transverse sectional view of an internal combustion engine embodying my invention and Figure 2 is a similar view showing a modified construction.

The illustration oi Figure 1 is somewhat diagrammatic in character and serves primarily to indicate the relation of the various pistons, the location of the ports and gas passages with respect to the pistons and. cylinders and the general structural arrange- 18, 1925. Serial No. 9,935.

ment of the various parts of the engine. As may be seen from Figure 1, the engine consists essentially of the combination of two V motor units, the respective V units in the drawing being on opposite sides of the central vertical axis of the engine. The two motor units are soconstituted as to employ common combustion chambers 1 and 2 here shown respectively at the top and bottom of the engine. These combustion chambers may be connected by means of a pipe 3 having in it a control valve 4 if desired so that pressure conditions within the respective combustion chambers may be equalized.

The V motor unit at the left side of the engine shownin Figure 1 consists of pistons 5 and 6 operating by means of the ordinary connecting. rod attachment with the crank shaft 9. The cylinders in which the pistons operate are here shown at an angle oi about 120 with each other. The other V motor unit which occurs at the right hand side comprises pistons '4" and 8' operating in their respective cylinders and driving the crank shaft 10 through the medium oi suitable connecting rods. The two crank shafts 9 and 10 are connected together by means of a link or driving rod 11 to insure synchronous operation of the respective shaft-s, but they can also be connected by means of gear wheels acting on a central shalt. Since the engine pistons are associated in fixed angular relation with their respective crank shafts and the shafts are connected by means er the link 11, the pistons are at all times caused to operate in perfect synchronism, though one set may precede the other. The arrangement shown is such that the two upper pistons 6 and 7 descend at the same time and during this time the lower pistons Sand 8 ascend simultaneously so that the positions of the respective pistons at the commencement of their compression strokes .is as indicated in Figure 1. With this arrangement, all of the pistons operate on theirv compression stroke at the same time, the explosions in the respective combustion chambers 1 and 2 occur at the same time and the power strokes of the various pistons take place at the same time.

As will be seen from the drawing, the respective engine cylinders are arranged about the central portion containing the air ports. These various cylinders constitute a continuous chamber of approximately annular lorm surrounding the central structure 01":

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the engine. The ports arranged in this cen tral portion serve to establish the requisite communication between the respective cylinders. The port 13 serves as an air inlet for the cylinders occupied by pistons 5 and 6 while the opening 1% serves as the air inlet for the other two cylinders. This air is passed through ports 17 and 18 into the cylinders as soon as the pistons uncover these ports at substantially the lower extremity of their strokes. Fuel is injected by means of a separate pump or blower through ports 1%). or 20 or both, while exhaust u esca 'ie through the ports 21 and .52. .luiiiitum effected by means of spark plu. s 25. and illextending; into the combustion chambers 1. and at the proper point unless the Diesel principle is employed. The entire engine which consists essentially of two V motor units combined in the fashion above desm'ibed operates on the one cycle principle, iring; two impulses for every revolution.

Duringoperation of the engine. air enters through the openings 1;} and Ill during the compression strokes of the respective pistons. This air enters the crank case and is compressed during the power stroke of the pie-- tons, valves being provided at the openings 12-) and l-fl to prevent the escape of the air drawn in during the compression stroke. As the power stroke of the pistoi'is procecds the pistons 5 and t3 draw together into the position shown in the drawings and uncover the inletports 1"? and 18 which through duets l5 and lo communicate with the respective crankcase housings. \Vhen the ports 17 and 18 are uncovered, a rush of air occurs from the crank shaft housings into the respective combustion chambers 1 and 2 after the fashion indicated by the arrows. This air replaces the spent gases which are exhausted from the engine tlirough the exhaust ports ill. and The exhaiurtine' of the ases ocsurs apprmiimately during the same time interval that the fresh incon'iing air is admitted through ports 17 and 18, and this in rush of air therefore serves both as seavemr ing air and as air available for combustion during the next power stroke of the pistons.

Immediately following the entrance of the air through the ports '17 and 18. the fuel mixture is injected through the fuel inlets 19 and 30 which open slightly later than do air ports I"? and iii, thus the llltOll'llIlg;

fuel charge wliich, of course. is varied according to the load on the motor always meets the air necessary for combustion and is intermixed with it in the combustion chamber. The mis of fuel and air is subjected to requisite pressure during the comp: :ion stroke of the pistons and ignition is ell'ected at the termination of the compressiou stroke through the medium of the spark plugs 23 and In case the equalizing line 3 is employed, the pressure in the two chambers is balanced by a flow through this line should any inequalities in pressure occur, as for instance, if more fuel "as admitted to the upper group of cylinders than to the lower.

Besides attaining the uti'nost reduction of bulk and weight con'lpatible with simplicity and chcapness of construction, as well as reliability and economy of operation and perfect balance, this invention purports to raise the flexibility of internal comlmstion motors to the level of the eel-cam engine; This feature is realized by connectiinr the two oppoi ile cinnbustiiiin chambers in l igure l. by means of an air pipe 3, thus constituting practically a commoncombusition chamher when valve l is open.

I fuelis injected into one chamber only, combustion will be confined to said one chamber, but expani-iion will be transmitted by means of said pipe and the compressed medium of charge containedtherein, lo the other cliamber or chambers, thus acting on all four or more pistons at the same time.

Hence, instead of expanding the charge only to the limit of the stroke volume delined by the down stroke of the two pistons of one chamber, the power charge in this motor can expand, if desired to the limit of the total stroke or piston displacement volume of all four or more pistons. acting in synchronisn'i. Thus a high initial but a low lina'l pressure is attained and the potential. heat value of the charge is utilized to the full extent.

If higher loads are tobe carried, fuel is injected not only into one but also into the other combustion spac s, whereby a double or p reater quantity of cl ar t c can be burned at the same conll'n'ession pressure, and the output of the motor can be augmented ac- ;:ordingly. Perfect balance of all primary and secondary forces is attained in this system at all loads. because expansion acts on all pistons simultaneously, and all angular and opposing forces absorb each other.

This double or triple expansion by stages superimposed upon each other is essentially ditl'erent from compounding with the stages following one another as heretofore practiced. To pro ,ierl d signate this unique action and to distinguish it from conventional tfr'lJtS this motor, giving two impulses for every revolution of the crank shaft or shafts. may be termed the One cycle motor.

Owing to its symmetric form, compactness, light weight and perfect balance, the motor of this application is especially adapted for aircraft work, propulsiinr of h igrh speed boat. and the like. The shape and design or the motor render it) particularly adaptable for incorporation into bodies or hulls which are to be fashioned in strean'l line design.

An important feature of the present motor llii/ liu is the fact that it embodies means for increasing (for instance doubling of the motor shown in Figure 1) the output over the normal load capacity of the motor. This feature renders the motor particularly valuable for transportation uses either by air, land or water and at once provides an ample reserve of power which is available for handling peak loads such as are encountered for instance in hill climbing and the like.

While an engine consisting of two V motor units as shown in Figure 1 is probably the most practical engine from the standpoint of construction and design, the principle of operation of the apparatus may be carried out in a motor consisting of a greater number of units, for instance, three units as shown in Figure 2. In the engine of F igure 2, three pairs of pistons 28, 29 and 30 are arranged about the central portion and operate in conjunction with common combustion chambers 25, 26 and 27. A single enclosing housing 31 is provided toconstitute the body structure of the engine and partitions 32 and 33 are provided at the inner sides of the various groups of pistons to thus constitute the passages for the incoming air. During operation of the engine air is drawn in by each pair of pistons as for instance through the opening 34 and is compressed in the crank case during the down stroke of the pistons. When the pistons have reached the positions shown in Figure 2, the compressed air in the crank case passes through the port 35 into the air passage formed by partitions 32 and 33 :from whence it enters combustion space 25 through the port 36. The in-rush of fresh air through port 36 serves to scavenge the combustion chamber and the spent gases exhaust through port 38. Fuel is injected through opening 37 at substantially the same time that the fresh air charge enters through port 36. Compression of the air and charge in the combustion chamber follows and ignition, is effected in the ordinary manner. A similar action takes place in each of the combustion chambers 25, 26 and 27.

Certain changes in structure and arrangement may be made in the engine within the scope of the appended claims. The present invention contemplates an engine of greatly reduced bulk and weight, reduced manufacturing cost, and greater flexibility as compared with the ordinary type of internal combustion engines now employed in automobile and aircraft work. It will be noted that with the structural arrangement employed, a perfect balancing of the moving parts of the engine is secured.

I claim:

I. An internal combustion motor comprising a plurality of pairs of cylinders set at an angle one to the other, a piston working in each of said cylinders, acommon crank shaft for the pistons of each pair of cylinders, a combustion chamber between one piston of one pair and the adjacent piston of the adjacent pair, intake and exhaust ports for said combustion chamber, said ports arranged to be opened and closed by the movement of the pistons, a similar chamber between other adjacent pistons and a connection between the combustion chamber and said last mentioned chamber for transmitting the pressure in the combustion chamber thereto.

2. An internal combustion motor comprising a plurality of pairs of cylinders set at an angle one to the other,a piston working in each of said cylinders, a common crank shaftfor the pistons of each pair of cylinders, a combustion chamber between one piston of one pair and the adjacent piston of the adjacent pair, a compression chamber formed by the pistons of one pair of cylinders, intake and exhaust ports for said combustion chamber, said ports arranged to be opened and closed by the movement of the pistons, and passages from said compression chamber to said intake port.

3. An internal combustion motor comprising a plurality of cylinders set at an angle one to the other, a piston working in each of said cylinders, a common crank shaft for the pistons of each pair of cylinders, a combustion chamber between one piston of one pair and the adjacent piston of the adjacent pair, inlet ports at one end, respectively, of said combustion chamber, exhaust ports at the other end thereof, said ports being arranged to be opened and closed by the movement of said pistons, a compression chamber formed by the pistons of one pair of cylinders and a passage leading from said compression chamber to said inlet port.

4:. An internal combustion motor comprising a plurality of cylinders set at an angle one to the other in substantially annular arrangen'ient, a piston working in each of said cylinders, a common crank shaft for the piston of each pair of cylinders, combustion chambers between one piston of each pair and the adjacent piston of the adjacent pair, separate fuel and air inlet ports at one end, respectively, of each of said combustion chambers, exhaust ports at the other ends thereof, said ports being arranged to open and close by the movement of said pistons, compression chambers formed by the piston of each pair, and passages from said compression chambers to the air inlet ports of said combustion chambers.

In testimony whereof I afiix my signature.

ERIGH J UNGE. 

